Report clears driver and warning system

Neither railway staff nor rail infrastructure is to blame for the fatal train crash this weekend at a level crossing in Berkshire, according to an initial investigation report released today by the Health and Safety Executive.

The report found the driver of the high speed First Great Western service from London to Plymouth had just two or three seconds to brake before his train smashed into a car apparently parked on a level crossing near Reading on Saturday. Seven people, including the driver of the car, died in the crash, and another 37 were taken to hospital.

The train was rounding a corner at 100mph when it hit Brian Drysdale's car, derailed and ploughed into an embankment. Police have speculated that Mr Drysdale was attempting to commit suicide.

The transport secretary, Alistair Darling, today told MPs: "It is clear this was a tragic accident."

He stressed the general safety of rail travel despite the accident, and said that any safety issues identified by the investigation into the crash by the Rail Safety and Standards Board would be considered by the government.

The HSE investigation has focused on the operation of the signalling system and the level crossing equipment at the Ufton site. Investigators found no evidence of errors on the part of railway staff or faults with the level crossing, the signalling system or the train itself.

"Early indications are that a car driver stopped his vehicle on the crossing before the barrier sequence commenced and made no attempt to leave the vehicle once the crossing traffic signals began to flash and the barriers descended," the report said.

The driver of the train, Stanley Martin, had been driving at the permitted speed for the stretch of line and there was no blame attached to him, the report said. This finding backed up a statement from the train drivers' union, Aslef, that Mr Martin had done everything possible to avert the accident.

Mr Darling admitted that no matter what barriers were put up at level crossings, it would be impossible to stop a determined person from getting onto the track. He rejected suggestions that all levels crossings should be replaced with tunnels or bridges in light of the crash.

"If we look at level crossings, inevitably they present a risk. But it's worth bearing in mind that only twice in last 30 years have there been fatalities of train passengers involving level crossings," he said.

He added that every year there are cases involving pedestrians or motorists, and that the safety of level crossings, and possible alternatives, needed to be kept under review. In the last year Network Rail have taken 200 level crossings out of service, he said.

The eight-carriage Great First Western train broke up following the crash, with some of the carriages coming to rest a quarter of a mile from the crossing. The HSE said the leading wheels of the train derailed at the crossing and then continued on in that condition until reaching the points. The derailment was then exacerbated as the train passed over the points, the report said.

The train's automatic warning system was working, the inspectors found. After activating the level-crossing barrier by means of this warning system, the train took 39 seconds to reach the crossing, giving the required 27 seconds of warning to cars to stop.

The report reinforced a view from police officers at the scene of the crash that it was extraordinary more people were not killed. Mr Darling said that First Great Western and Network Rail were contacting everyone who had been on the train to offer support.

The train's brakes were applied two or three seconds before the collision, the report said. The front of the train ploughed into an embankment while the rear of the engine car was crumpled as the coach behind slammed into it. The report said the rear power car continued to propel the train forward.

The report detailed how the train's buffet car was bent double around an embedded set of wheel sets while the leading power car and two other coaches came to rest on their sides.

"There was severe damage and destruction of the track," said the report. Today Mr Darling said it was expected to take at least a week for Network Rail to replace the track and signalling.

The HSE inquiry will continue as will police investigations into the tragedy. The high speed line remained closed today while work continued on removing the crashed carriages.